Governor-regulator



PATENTED JAN. 5, 1904.

0. J. KOCH. GOVERNOR REGULATOR. AIPLIGATION FILED MAY 8, 1903 N0 MODEL.

UNITED STATES Patented January 5, 1904.

PATENT O FICE.

CHARLES J. KOCH, OF BIGSTONE, SOUTH DAKOTA.

GOVERNOR-REGULATOR.

SPECIFICATION forming part of Letters Patent No. 748,751, dated January5, 1904.

7 Application filed May 8. 1903. Serial No. 156,233. (No model.)

To all whom it may concern:

Be it known that I, CHARLES J. Koon, a citizen of the United States,residing at Bigstone, in the county of Grant, State of South Dakota,have invented certainnew and useful Improvements in Governor-Regulators;and I do hereby declare the following to'be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same. v a

This invention relatesto engine-governors; and it has for its object toprovide a regulating mechanism which may be easily and quickly operatedto adjust the governor to permit of a higher or lower speed of theengine and which adjusting mechanism itself may be adjusted so thatdiiferent positions of the operating-lever may give the same speed ofthe engine under difierent loads.

In the drawings forming a portion of this specification, and in whichlike numerals of reference indicate similar parts in the several views,Figure l. is an elevation showing a governor mechanism equipped with thepresent invention. Fig. 2 is a transverse section through theguide-bracket of the governor mechanism in a vertical plane.

Referring now to the drawings, there is shown a governor comprising thevalve 5, from which projects the valve-stem 6, which is connected withthe spindle 7 of the governor, said valve-stem being forced'downwardlyas the ballast-balls fly outwardly and raise as theballs return. Thegovernor is driven by means of a pulley 8, fixed to a shaft 9 andcarrying a bevel-gear 10, which works in a corresponding bevel-gear 11on the governor, so that rotation of said shaft will rotate the spindleand the balls.

Mounted transversely above the valve 5 is a shaft 12, on which isloosely mounted a sleeve 13, having an arm 14, which is bifurcated, sothat it may receive the valve-stem between the collars 15, which arefixed on the stem, so that when the stem moves vertically the arm willbe operated to oscillate the shaft through the medium of the helicalspring 16, which is mounted upon the shaft and is fixed at one end tothe shaft and at its opposite end to the sleeve. If then the shaft isheld stationary, the upward movement of the arm,

with the valve-stem, will tend to wind the helical spring and place itunder tension. Conversely, if the shaft is rotated in the properdirection the spring will be placed under tension, so as to cause thearm to press the valvestem downwardly and resist upward move ment of thevalve-stem, so' that a greater speed of rotation of the balls will berequired to cause them to fly outwardly and raise the valve-stem to agiven extent, so that the engine may run at a higher rate of speed.

To rotate the shaft and adjust the tension of the helical springs, apinion 17 is attached to the shaft, and engaged therewith'is a rackbar18, so that when the rack-bar is reciprocated the pinion will beoscillated to change the tension of the spring.

From the rack-bar leads a rod 19, which is screwed into a turnbuckle 20and has a jamnut 21 to prevent rotationof the turnbuckle on the rod.With the turnbuckle is engaged asecond threaded rod 22, which isconnected to a hand-lever 23. Adjacent to the handlever is a notchedsegment 24, and a handlever is provided with a latch 25 for engagementwith the notched segment to hold the lever at different points of itsadjustment wit the helical spring under difierent tensions. With thisconstruction it will be understood that by shifting the hand-lever therack-bar will cause the pinion to rotate and wind up or unwind thehelical spring, so that the arm will press to a greater or see degreeupon the valve-stem. When the same speed of the engine is to be obtainedat corresponding positions of the hand-lever, but under different loads,the length of the rod may be changed by means of the turnbuckle. Thuswhen the engine is working under a difierent load the mechanism may beso adjusted that with the hand-lever at the limit of its movement thesame speed of the engine will be obtained as with a greater or a lesserload.

The rod 19 is formed in two sections, as illustrated, said sectionsbeing pivoted to the ears 26 and 27 of a V-shaped upright 28, the lowerends of which are fixed to a rock-shaft 29. This arrangement permits ofbending the rod, so that it will work'freely around a corner. 7

What is claimed is-- o with the rocker, a second rod connected to therocker, a third rod connected to the handlever, and anadjusting-turnbuckle engaged with the free ends of the second and thirdrod.

In testimony whereof I affix my signature in presence of two witnesses.

\ CHARLES J. KOCH.

Witnesses R. J. I-IIcKs, GEO. K. CLARK.

